Fighter Aicraft, MiG-29/5
Fighter Aicraft, MiG-29/5MiG-29, Part Five
By Easy Tartar
The Navigation Panel coordinates the integration of available navigation systems (RSBN, Radio Compass, Data-Link, etc.), especially those required for recovery at its assigned air base. The pilot has transponder codes set automatically for each recovery base as well as data link frequencies. All of these associated panels are located nicely in the right forward part of the cockpit and have references on the "NAVIGATION" Mode in the HUD.MiG-29, "Warning Screen" ("EKRAN"/ "'RHFB") System:
A rather primitive systems check device has been installed on all modern Russian fighters and is described here for the MiG-29 aircraft. It semi-automatically checks the integrity of on-board systems, both in the air and on the ground. It is called the "EKRAN-03ME01" or "WARNING SCREEN" and is the maintainer's built-in interface device to the aircraft's sub-systems. Understanding the EKRAN will give us an idea "how" the Russian maintainers and aircrew work through failures and organize repairs. Therefore, it is presented here in some detail.
The EKRAN provides indications of failures of on-board systems in recorded format during flight and in addition includes provisions for automatic checks on the ground. The EKRAN System is functionally tied (hard wired) to the on-board systems of the aircraft. The Logical Control Unit (Russian Acronym: "BLU" or ",GE") produces an analysis of signals received from an Integral Systems Checks (Russian Acronym: "VSK" or "DCR") System of onboard aircraft equipment. There is a "priority list" and "readouts" are displayed on a "Universal Signal Indicator Panel" (located just above the RWR display on the right side of the front bulkhead...ed.). At the same time, the EKRAN produces signals for a control software program to execute ground checks. The Logical Control Unit (BLU) has marks (preset indications) organized in a "sequential diagram" (cyclogram) that "questions" the onboard systems to see if they are "READY" or "NOT READY". It runs an analysis on the received "answers" from the Integral Systems Check (VSK) and looks at the individual (weapon system) sensors to determine if they also are within operating parameters. The "Warning Screen" (EKRAN) System works in several Modes:
"SELF-TEST" ("SK") "CR"
"GROUND CHECK" ("NK") "YR"
"IN FLIGHT" ("PK") "KR"
"RECORD CHECKS" ("DK") "LR"
The data entered from the systems checks is recorded and transferred in an alpha-numeric format onto a special "metallic" tape. This gives the technicians the ability to build an analysis of the flight and to objectively evaluate the technical status of the aircraft. If the check parameters of the individual systems exceed normal limits or indicate a failure from one or another, then the sensors produce electric "signals" that make it known. The Logical Control Unit (BLU) receives the systems status "data" and indicates to the pilot on the displays screen what "failures" have occurred.The "failure" indications are displayed by a one-time turn "ON" of a flashing luminescent light with an associated aural warning. If after a period of time, the pilot does not respond to the indication, he is then prompted to do so by an aural alarm of "Look at the Warning Screen". The information remains on the display screen as long as the pilot does not push the button entitled: "WARNING SCREEN CALL", or a failure of a higher priority occurs. Once pushed, along with the absence of any additional incoming "fault" signals, the display frame disappears and the indicator screen shows the word "MEMORY" which stays on until the disappearance of the danger signals.
The "MEMORY" indicates that the registered "faults" are stored into a memory that is organized according to the priority of the failures and initiated once the button "WARNING SCREEN MEMORY" is depressed. If a higher priority fault or failure is sensed, the signal for the lower priority does away into the memory "queue" and the higher priority problem is displayed on the indicator panel.
The other, less important failures, can be called up by depressing the "WARNING SCREEN CALL" button several times as it cycles through the queue. The memory and the queue listing of faults and failures are printed on the magnetic tape but without time of occurrence marks.
The "text" of the information displayed on the indicator panel, which is automatically placed on the magnetic tape, is now in the permanent memory of the Logical Control Unit (BLU) for subsequent processing after the aircraft lands. The tape is prepared for removal 20 seconds after the right main landing gear strut is sensed to compress via the "STRUT COMPRESSION ON RIGHT LANDING GEAR" signal switch. The recorded information on the Logical Control Unit (BLU) is then compared with the pre-flight ground checks of the systems and sensors and prepared in a format for analysis.
The EKRAN System has a "SELF TEST" Mode that checks, in coordination with the Logical Control Unit (BLU), the "fitness for work" (integrity) of the Basic Aircraft Systems. The "WARNING SCREEN CALL" button is depressed to switch into this mode. The Aircraft support systems such as Battery, Flight Control, & Navigation Systems are left "OFF". In this case, the display face lights up "FAILURE", but there is no failure of a system, it is self test. With each unit turned on, 15 seconds after the "WARNING SCREEN CALL" button was depressed the words "SELF-TEST" and "WARNING SCREEN READY" are displayed on the panel consecutively.
The "GROUND CHECK" Mode (NK) is initiated through the execution of the "pre-flight preparation" routine. Textual instructions are displayed to the operator about the conduct of the "manual" and "visual" operational checks. According to the "WARNING SCREEN", all of the aircraft system tests are divided into groupings; "automatic tests" and "tests at the discretion of the pilot".
The pilot, in going through his checks on the working "suitability" of the aircraft's systems, taps into the system via the EKRAN as indicated by the time and sequence on recorded checklist. If the pilot cannot do a "hands on" check (system removed) or if he is unable to execute the commands properly, then "FAILURE" is displayed on the indicator panel and the sequence of systems checks continues. This "notation" gives some evidence about operator errors. The complete verification check lasts around 11-12 minutes. In the event that a system failure is discovered then the memory "frame" with the name of the failed system appears on the indicator panel for two seconds and after that the process of system checks continues.
In order to turn "ON" the "WARNING SCREEN" system in the GROUND CHECK (NK) Mode, it is necessary to turn "ON" and "OFF" the emergency battery, flight control system, and navigation systems and then press the "WARNING SCREEN" button. In this way it is certified that the check mode. Automatic checking of the onboard systems is fed through the "cyclogram" into the memory of the "WARNING SCREEN" System. The "cyclogram" is built up taking into account the warm-up time and the "exit" from the operational mode of each system check.
The "FLIGHT CHECK" (PK) Mode is turned on automatically when the "START ENGINES" Mode is pushed and there is a removal of the message "COMPRESSION RIGHT STRUT LANDING GEAR" or through the retraction of the landing gear. In the "FLIGHT CHECK" Mode the "questioning" of the various systems is accomplished through algorithms.
Overview of the MiG-29 Radar and Weapons System:
The Fulcrum Weapon System (integrated opto-electronic navigation/sighting system) may be in theory one of the world's best tactical avionics suites for fighter aircraft because of its sensor mix, but in practice it has a long way to go. In the interest of putting more "iniative" in the hands of their pilots, Russian engineers designed the MiG-29 as a "Semi-Automatic" weapon system with many "Manual" sub-modes that require pilot actions. After evolving the MiG-23 Flogger into a fully "automated" system, run via data link from the ground GCI station, it was clear that neither the proper tactical situation awareness (SA) nor the big-picture synergism could be maintained without the active participation of the pilot and his formation partners.
Using the Russian terminology, the MiG-29 has three main "sighting channels", or sensor systems, to search, acquire, and track airborne targets via radar and laser energy, infra-red, optical passive homing, and visual queuing by the pilot. The MiG-29 weapon system operates in two major "command modes", semi-automatic and manaul, which are determined by the amount of pre-mission planning and off-board support given to the aircraft and pilot during the mission. The ground/air based early warning, surveillance, command, and intelligence systems all feed the MiG-29 through the LAZUR data link system and directs the pilot via "Fulfill Commands" to take all the necessary actions to complete his misison. The LAZUR takes over the control of many of the difficult weapon system management tasks such as antenna/scan selection, emitter activation, proper intercept headings/altitudes to the target, weapon arming, etc. The MiG-29 also has "internally generated" automatic modes run through the auto-pilot and navigation computer for return to base options and improving aircraft stability.
When looking at the MiG-29 from its manual switch-action construction, there are numerous modes and sub-modes initiated through three main weapons panels, the stick and throttle grips, and several auxiliary panels.
The Main Sensor Management Panel (Integrated Modes Panel), located to the left of the HUD/Gunsight (windshield indicator) on the main front instrument bulkhead, is the primary weapon system selection panel. The onboard Radar, its associated IRST (optical locator laser station: OEPrNK-29-E2), and Helmet Mounted Sight (helmet-mounted target designation system: SHLEM) operate both independently and in combined modes. To fully exploit all weapon system modes requires manual switch actions by the pilot from these various panels and boxes. The overall quality of cockpit mechanization in all production MiG-29's may not be at the level of the F-4 Phantom, however, after the time is taken to understand learn the actions, the pilots perform well and react quickly, but the cummulative effects keep them well behind modern western aircraft.
One of the earliest descriptions provided on the Fulcrum Fire Control System was done in a short article in Jane's Defense Weekly (01Oct88, JDW, pg. 819), "Latest Details of Fulcrum FCS". Deputy Designer General Mikhail Waldenberg, was pictured with his three Farnborough pilots and commented on how the Fulcrum's fire control system was composed of a coherent pulse Doppler radar that worked in conjunction with an infra-red search and track (IRST) sensor that housed an integral Laser Ranger (LR). Both radar and IRST can be augmented by a Helmet Mounted Sight System and visual dogfight modes in the systems themselves. There is a "COOPERATION" switch that allows the radar and IRST to work with or without the other. The latest version (in the MiG-29M) of the IRST includes a television EO tracker with laser ranger and ground target dsignator combined with the Helmet Mounted Sight System.
The PHAZOTRON Scientific & Production Company designed and perfected most of the Russian fire control systems and have been responsible for the systems in the MiG-17, 19, 21, 23, 25, 29, and 29M fighters, the Su-9, 11, 15, YaK-28/141, Tu-128 and the new Su-35/37 aircraft over the last 35 years. Note that they do not produce the MiG-31 or basic Su-27/33 weapon systems. The Ryazan State Instrument Factory is the specialized mass production facility for most of these high quality radio engineering devices and equipment that supports the "NO19E", "NO19/3E", "NO19EA", and "NO19ME" series radars on the MiG-29. The BRLS is the common electronic components for the radars themselves. The ERP constitutes the kit for the squadron level analysis, adjustment, and main component regular or combat repair. The ARP is the overall aviation repair enterprise and deals with medium scale and major repairs of the components and assemblies.
PHAZOTRON's Main Line of Production Airborne Radars:
- TOPAZ update of NO-19 radar, a multifunction, multimode coherent PD
- ZHUK multifunction, multimode coherent PD with A/A & A/G modes
- KOPYO (lance) multimode/function coherent PD with A/A & A/G modes
PHAZOTRON's upgrade & export packages are advertised as:
- the KOMAR radar (mod KOPYO) for the Su-22, PRC F-7II, and A-5
- the KOMAR radar pod for the Su-25 or other attack aircraft
- the SUPER KOMAR radar for the proposed FC-1 PRC fighter
- the PHATOM radar jointly with Thomson CSF from France
- the KOPYO and SUPER-KOPYO radar for the MiG-21 family
- the FG-27 radar (mod of the ZHUK radar) for the export Su-27
- the TOPAZ & TOPAZ-P modernized version of the N-O19 radar for the
MiG-29 and meant for both MiG-23 and MiG-29 upgrades
The ZHUK has three variants, the basic, ZHUK-27 and the ZHUK-PH (electronically scanned) while the KOPYO has also the SUPER-KOPYO, each with a few more features.
Table 6: MiG-29 Radar Designations (produced by Phazatron)
ZHUK ZHUK KOPYO
TOPAZ
basic 27/PH K/SK A/P
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Associated Aircraft Su-27
Su-30/35 MiG-21/23 MiG-29/23
MiG-29K/M F-7/FC-1
TGT Detection Rng: FWD-QTR (km) 70 100/165 57/75 60/80
AFT-QTR (km) 40 55/60 35/35 40/45
Scan Coverage (+/-) 20/60/90 20/60/90 10/30 15/25/70
Elevation Coverage (bars) 2/4 2/infinite 2/4 4/6
Freq Band X X (?) X X
Number of TWS Target Files 10 10/08 8/8 10
Number of Simultaneous Attacks 2 4/6-8 2/2 1/2
Peak Power/Average (kW)/(kW) 5/1 5/1 5/1 5/1
Cooling air/liq air/liq air/liq liq
Reliability (man-hrs MTBF) 120 150/200 120 100
Weight (kg) 250 220 165/100 350
Volume (cubic dm) 800 800 500
Weapons Compatible With R-27R R-27R R-27R1 R-27R1
R-27T R-27T R-27T1 R-27RE1
R-27RE R-27RE RVV-AE R-27T1
R-27E R-27AE R-73E R-27TE1
R-73 R-27EM R-60MK R-27E1
R-73 X-31 R-73E
X-31 R-60MK
Table 7: MiG-29 Radar Designation Breakdown:
* Note that all designations are not official but used in this document to maintain some form of order on the many minor and major changes in the MiG-29 seriesAircraft NATO Call Radar
Designations TWS Tgt/Engage S/T Ranges
----------------------------------------------------------------------------
MiG-29B Fulcrum A N019A "Slot Back A" 10/ 1 70 / 40
(variant 1) (ZHUK)
MiG-29E Fulcrum A N019E "Slot Back B" 10 / 1 80 / 45
(variant 3) (ZHUK)
MiG-29SE Fulcrum A N019EA "Slot Back B" 10 / 1 60 / 40
(variant 4) (TOPAZ)
MiG-23 Flogger K N019EA "Slot Back C" 10/ 1 80 / 45
(upgrade)
(TOPAZ)
MiG-29UB Fulcrum B ....none
(variant 2)
MiG-29SD Fulcrum C N019ME "Slot Back D"
(variant 7) (TOPAZ) 10 / 2 80 / 40
MiG-29SM Fulcrum C N019ME "Slot Back D"
(variant 8)
(TOPAZ) 10 / 2 80 / 40
MiG-29K Fulcrum D N019M "Slot Back E"
(variant 10)
(ZHUK PH) 10 / 4 80 / 50
MiG-29M Fulcrum E N019M "Slot Back E" 10/ 4 80 / 50
(variant 11) (ZHUK PH)
The PHAZOTRON production facility is the Ryazan State Instrument Making Factory #32, located at Kalyeva Street, in Ryazan, 390000 Russia (7-0912-772-327 with fax at 7-0912-762-212). The Ryazan facility has specialized in the mass production of high-tech, highly intelligent, and high quality radio engineering equipment for over 50 years. The MiG-29's "airborne radar station" carries the component module designation of BRLS and includes the "NIO19E", "NO19EA", and "NO19ME" series production radars.Ryazan's literature discusses the following tasks for its radar development:
* detection and interception of aerial targets which fly at altitudes from 30 to 23,000 meters (100 to 76,000 feet) in free air space or against the background of the earth.
* secret tracking of several targets and the simultaneous attack of two- targets at head-on crossing routes as well as from side or the rear semi- sphere at different approach speeds, equal speeds, and also when the target is pulling away from the fighter.
* target aiming and guiding of the onboard missiles using thermal guidance heads, radium guidance heads, and non-guided missiles.
* automatic focusing on visual targets while employing effective piloting methods, guiding the shooting weaponry and bombing equipment as well as carrying out maneuvers under close-range conditions.
* heightened reliability of the built-in self-control systems which will guarentee reductions in maintenance expenses for the BRLS.
Ryazan also makes the support equipment for the MiG-29 radars. It is interesting to note here that in Hungary, at the superbly professional Kecskemét MiG-29 Regiment, there stood three new avionics support support carts in the new hangar. The carts, which were designed to do analysis and repair on the avioncs components were idle because there was nobody on the base trained to use them. It was noted that the Russians wanted $100,000 per technician for a training course plus the expenses of a team to do the course at the user's base.
The Ryazan literature describes the support kit as sets of specialized exploitation and repair equipment (ERP) for the provision of repairs of the "NIO19E", "NO19EA", and "NO19ME" series production radars.
* the ERP set as a part of the technical exploitation unit in aviation enterprises (TECh AP) or aerodrome laboratories designed for the analysis, adjustment, and regular repair of the main components and products for the "NIO19E", "NO19EA", and "NO19ME" series production radars by using the group set of spare components at a 1:40 ratio.
* the ERP as a part of the aviation repair enterprise (ARP) designed for the analysis, adjustment, and regular medium-scale and major-scale repair of all components and joints for the "NIO19E", "NO19EA", and "NO19ME" series production radars which have been damaged in combat or usage within the ARP. The set is used in conjunction with a group set ZIP also at a 1:40 ratio.
The modernization of the MiG-29 from the BRLS to the ZHUK radar station is viewed by Ryazan as providing for an expanded combat capability of the MiG-29 and would introduce the following advanced features:
* the detection and secret tracking of targets in the air and against the background of the earth (or at sea) with the transmission of the target location data to the missiles equipped with active medium range guidance heads, semi-active radium guidance heads, thermal guidance heads, non-guided missiles, and shooting weaponry.
* the acquisition and track of several targets and consequent simultaneous attack with several missiles
* the swift vertical search for and automatic focusing on visual targets, together with the provision of the necessary maneuvers in close-range combat.
* the provisions for flight at low altitude with automatic terrain avoidance
* the mapping of the earth sea and ground surface with actual beams (low-level expansion) and synthesising aperatures for high level resolution.
* the enlargement of a selected area of a radar generated map and the freezing of the image
* the measuring of the coordinates of the target, chosen on the earth's surface or sea, with the transmission of the target location data to the air-to-air & air-to-ground missiles, SVB, and aviation bombs.
* easier to use in combat and easier to maintain on the ground
The modernization of the MiG-21 and MiG-23 fighters with the KOPYO ("Lance") derivative of the BRLS has brought the possibility of new business to Ryazan and offers a significant upgrade to the aircraft. The KOPYO can be readily combined with the digital and analog equipment installed on the original fighters for ease in integration.
unfortunately the russian letters don't transfer when the modes are listed (...) in para's
The MiG-29 Control Stick:
Sitting in the cockpit, with the stick in front of you, the control column appears rather normal but actually represents Russian fighter tradition that goes back to the MiG-15. The stick is higher then normal, that is the pilot holds on at his chest level, not low between his legs where he could rest his arm on his right thigh. The high stick requires great strength over long flights and most people who have shaken hands with Russian pilots understand this point.
Across the top of the stick are the traditional two buttons and the centered Trim Knob. On the left the "AUTOPILOT" Engage Switch and on the right a purely Russian "FLIGHT-LEVELING" switch. Actually the Grumman A-6 Intruder may be the only Western aircraft with such a switch. The Autopilot Switch engages the AFCS and in certain Navigation Modes actually commands the aircraft into a pre-designated flight profile, usually a return to base mode. It does not however, link the MiG-29 up to complete coupled GCI commanded flight profile via the onboard datalink as the MiG-23 does. There is an emergency AFCS release "beaver-tail" lever-switch at plams reach on the front of the stick column.
On the left side of the upper stick, optimal to the pilot's thumb, is the slew control for the radar/IRST acquisition "box". In later aircraft it also slews the optical seeker head of weapons to lock-up on their targets. In conjunction with this acquisition slew switch is a Lock-Up - Designation Switch on the Throttle.
The small white button immediately to its right located on the center of the stick is the "INTERROGATE" switch. This allows the pilot to manually use the SRZ-15 interrogator on any target locked-up by the radar to determine if it is a friendly aircraft. Friendly aircraft will respond with their SRO-2 transponder in the proper mode and code. The result of a confirmed friendly response is a "S" symbol centered at the top of the HUD and Radar Scope and a disable of any automatic firing pulses to the onboard missiles. This safety interface can be overridden by the pilot by using the "MANUAL PREP" switch action on the Main Armament Control Panel.
There is a large "beaver-tail" lever arm that comes up from the control column base which allows the pilot to grab with his extended fingers while his palm still rests on the stick. This squeeze effect is the aircraft's pneumatic braking system. Further down the column is the control lever which serves as a "pinkie switch" for the nose wheel steering that activates the steering motors and works in conjunction with the brake peddles. So taxing the MiG-29 is no easy task alternating between the pneumatic brake and the nose wheel steering. In older MiG's there was no nose wheel steering and actual differential aircraft braking had to be used.
The Heads Up Display (HUD) & Helmet Mounted Sight System:
On the Heads-Up-Display (HUD) the pilot's head position for the Helmet Sight System is referenced off of two IR scanners. A left scanner "A" (vertical scan) and a right scanner "B" (horizontal scan) that project patterns that are received on a receptor located on the mask or helmet sight itself. The Helmet Sight Reticule fits comfortably over the right eye.
Even though the pilot easily scan at least ±120° with his head, off boresight limits of the helmet sight for target acquisition would seem to be identical to the limited ±65° for the IRST and radar. Pilots brief that it works with the A-11 Archer out to ±45°, which is aligned with the gimbal limits of the missile. If the AA-11 can be uncaged then it should track the target to ±70-75° or greater after lock-on. The concept of "select" a missile, "get tone", then "uncage" and "fire" doesn't seem as straight forward as in Western aircraft.
The Helmet Sight System (HMS) is utilized to point/que all of the IR weapons. The electro-optical IRST and laser ranger has a ±65° azimuth field of regard; +60° up and -15° down. But it utilizes the same three ±25° sectors. The radar has a ±65° of azimuth, +54° up and -36° down general envelope.
The "TEST" Switch (NTCN), projects a grid display page on the HUD glass which also acts as a back-up air-to-ground weapons delivery depressed reticle gunsight with an "X" at the aircraft boresight line. This becomes the primary air-to-ground strafe display.
Go to MiG-29/6
Go to other parts of the MiG-29 study:
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7
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Revised: tammikuu 02, 2006.
